Intelligent electrical system for vehicle

ABSTRACT

An electrical system for a vehicle may include a main power supply and a power supply controller electrically connected to the main power supply and configured to selectively electrically connect the main power supply to, and disconnect the main power supply from, a vehicle subsystem. The electrical system may also include a supervisor power supply controller configured to receive signals indicative of an operational status of the vehicle, and determine, based at least in part on the signals, expected signals associated with operation of a plurality of vehicle subsystems. The supervisor power supply controller may also receive signals associated with operation of a vehicle subsystem, and determine that the signals associated with operation of the vehicle subsystem are indicative of a fault. The supervisor power supply controller may cause the power supply controller associated with the vehicle subsystem to disconnect the vehicle subsystem from the main power supply.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation and claims the benefit of prioritybased on U.S. patent application Ser. No. 15/691,238, filed Aug. 30,2017, the disclosure of which is incorporated herein by reference.

BACKGROUND

A vehicle may have many electrically-powered subsystems for operatingthe vehicle. In order to ensure continued operation of the vehicle whena problem with one or more of the subsystems occurs, the vehicle mayhave redundant subsystems and power sources. However, some vehicles maynot be able to carry the added weight of redundant subsystems and powersources. In addition, some vehicles have a single or few power sourcesfor supplying electric power to the electrically-powered subsystems,with the subsystems being electrically connected to a common powersupply. As a result, if a fault occurs in one of the subsystems, it mayresult in interrupting the supply of power to other subsystems. Forexample, a short-to-ground in a single subsystem may result in a currentspike that interrupts the power supply to other subsystems. While fusesand circuit breakers may sometimes reduce the effects of suchoccurrences, in many instances, the response may be too slow to preventinterruption of power to other subsystems, which may be detrimental tooperation of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is described with reference to the accompanyingfigures. In the figures, the left-most digit of a reference numberidentifies the figure in which the reference number first appears. Thesame reference numbers in different figures indicate similar oridentical items.

FIG. 1 is a schematic diagram of an illustrative environment thatincludes an unmanned aerial vehicle (UAV) including an illustrativeelectrical system for supplying electrical power to the UAV.

FIG. 2 is a block diagram of an illustrative UAV architecture of the UAVshown in FIG.

FIG. 3 is a block diagram of an illustrative architecture for anelectrical system for a UAV.

FIG. 4 is a block diagram of a portion of an illustrative electricalsystem including an illustrative supervisor power supply controller thatmay be used for supplying power to a UAV.

FIG. 5 is a block diagram of a portion of another illustrativeelectrical system including another illustrative supervisor power supplycontroller that may be used for supplying power to a UAV.

FIG. 6 is a flow diagram of an illustrative process for detecting and/orpredicting a fault with a subsystem associated with a vehicle.

DETAILED DESCRIPTION

This disclosure is generally directed to an intelligent electricalsystem for supplying electrical power to a vehicle. The vehicle mayinclude a plurality of electrically-powered subsystems, and theelectrical system may supply electrical power to the subsystems, suchthat a fault in a single subsystem does not result in interruption ofelectrical power supplied to other subsystems of the vehicle. In someexamples, this may prevent propagation of an electrical fault with asingle subsystem throughout the remainder of the electrical system. Insome examples, the electrical system may include one or more batteriesconfigured to supply electrical power to the vehicle, and the electricalsystem may be configured to determine when the level of charge of one ormore of the batteries is below a minimum desired level, and discontinueoperation of non-critical subsystems, so that the vehicle can travel toa location to recharge one or more of the batteries.

The electrical system, in some examples, may include a main power supplyconfigured to supply electrical power to a plurality of subsystems of avehicle. For example, the main power supply may be configured to supplypower to a main power bus. The electrical system may also include afirst power supply controller electrically connected to the main powersupply and configured to selectively electrically connect the main powersupply to, and disconnect the main power supply from, a first vehiclesubsystem. The electrical system may also include a second power supplycontroller electrically connected to the main power supply andconfigured to selectively electrically connect the main power supply to,and disconnect the main power supply from, a second vehicle subsystem.The electrical system may further include a supervisor power supplycontroller in communication with the first power supply controller andthe second power supply controller. The supervisor power supplycontroller may be configured to receive signals indicative of anoperational status of the vehicle, and determine, based at least in parton the signals indicative of the operational status of the vehicle,expected signals associated with operation of the first vehiclesubsystem and expected signals associated with operation of the secondvehicle subsystem. The expected signals may be indicative of expectedperformance of the first vehicle subsystem and expected performance ofthe second vehicle subsystem, respectively. The supervisor power supplycontroller may also be configured to receive signals associated withoperation of the first and second vehicle subsystems, with the signalsassociated with operation of the first and second vehicle subsystemsbeing indicative of performance of the first and second vehiclesubsystems, respectively. The supervisor power supply controller mayalso be configured to determine that one or more of (1) the signalsassociated with operation of the first vehicle subsystem or (2) thesignals associated with operation of the second vehicle subsystem areoutside respective ranges of the expected signals associated withoperation of the first and second vehicle subsystems, respectively.Based at least in part on this determination, the supervisor powersupply controller may be configured to cause one or more of the first orsecond power supply controllers to disconnect from the main power supplythe one or more of the respective first or second vehicle subsystems forwhich the signals associated with operation of the first or secondvehicle subsystems are outside the respective ranges of the expectedsignals associated with operation of the respective first or secondvehicle subsystems.

In some examples, the supervisor power supply controller may monitoroperation of one or more vehicle subsystems and cause a power supplycontroller corresponding to a subsystem experiencing a fault todisconnect the subsystem experiencing a fault from the main powersupply. This may prevent interruption of electrical power supplied toother subsystems of the vehicle when a single subsystem experiences afault that might otherwise result in the fault propagating throughout aportion or all of the electrical system. In this example manner, thesupervisor power supply controller may isolate subsystems experiencing afault from the remainder of the electrical system.

The vehicle may be, in some examples, an unmanned aerial vehicle (UAV),and the first and second subsystems may include one or more of one ormore flight controllers, one or more navigation systems, or one or moresensor systems. In some examples, the signals indicative of theoperational status of the vehicle may include one or more signalsindicative that the UAV is on the ground, taking-off, flying, orlanding. Based at least in part on these signals, the supervisor powersupply controller may be configured to determine expected signalsassociated with operation of the respective vehicle subsystems, whichmay be indicative of the expected performance of the respective vehiclesubsystems. In some examples, the signals associated with operation ofthe respective vehicle subsystems may include signals associated withone or more of the voltage, current, or temperature associated withoperation of the respective subsystem.

In some examples, the supervisor power supply controller may beconfigured to determine the expected signals associated with operationof one or more of the respective subsystems and determine the expectedsignals associated with operation of the one or more respectivesubsystems using one or more of heuristics or machine learning. Forexample, the supervisor power supply controller may be configured todetermine the expected signals associated with operation of the one ormore respective subsystems by processing data associated with operationof the vehicle via a fault prediction model deployed by a machinelearning engine. For example, training data including signals indicativeof the operational status of the vehicle, and signals associated withoperation of the respective vehicle subsystems during normal or expectedoperation may be processed by a machine learning engine to develop afault prediction model. In some examples, the fault prediction model maybe used to detect and/or predict when a vehicle subsystem is operatingin a manner consistent with a fault or an imminent fault (orinconsistent with normal operation). For example, a vehicle subsystemincluding a sensor may generate signals associated with its operation,which are received by the fault prediction model. When the vehicle isoperating according to a certain operational status, the sensor of thevehicle subsystem, when functioning properly, may, for example, normallyproduce a relatively low voltage drop, draw a relatively low current, oroperate at a relatively low temperature. As a result, if the supervisorpower supply controller receives signals from the sensor of the vehiclesubsystem that are higher than would be expected during properoperation, or are outside a range of expected values, the faultprediction model may determine that the sensor is operating in a faultymanner or is expected to operate in a faulty manner in the near future.In some examples, under such circumstances, the supervisor power supplycontroller may cause the power supply controller associated with thesensor to disconnect the vehicle subsystem including the sensor from themain power supply, so that if the sensor fails, it will not interruptthe power supply to other vehicle subsystems, and the vehicle maycontinue operating without the faulty sensor. In some examples, thesupervisor power supply controller may be in communication with acontroller of the vehicle and notify the controller that the sensor hasbeen disabled, so that the vehicle controller can adapt to operationwithout the sensor.

This disclosure is also generally directed to a vehicle including aframe and a propulsion system coupled to the frame to cause movement ofthe vehicle. The vehicle may also include an electrical system includinga main power supply, which may include an electrical power sourceconfigured to supply electrical power to a plurality of vehiclesubsystems. The electrical system may also include a power supplycontroller electrically connected to the main power supply andconfigured to selectively electrically connect the main power supply to,and disconnect the main power supply from, one of the vehiclesubsystems. The electrical system may also include a supervisor powersupply controller in communication with the power supply controller, andthe supervisor power supply controller may be configured to receivesignals indicative of an operational status of the vehicle, anddetermine, based at least in part on the signals indicative of theoperational status of the vehicle, expected signals associated withoperation of the plurality of electrically-powered vehicle subsystems.The supervisor power supply controller may also be configured to receivesignals associated with operation of the vehicle subsystem indicative ofperformance of the vehicle subsystem. The supervisor power supplycontroller may also be configured to determine that the signalsassociated with operation of the vehicle subsystem are indicative of afault associated with operation of the vehicle subsystem, and alteroperation of the vehicle based at least in part on determining that thesignals associated with operation of the vehicle subsystem areindicative of a fault associated with operation of the vehiclesubsystem.

In some examples, the electrical power source may include at least onebattery, and the supervisor power supply controller may be configured toreceive signals indicative of a level of charge of the at least onebattery, and when the level of charge is below a minimum level ofcharge, the supervisor power controller may be configured to cause atleast one of the plurality of vehicle subsystems to discontinueoperation. For example, the plurality of vehicle subsystems may includea plurality of navigation systems and a plurality of sensor systems, andthe supervisor power supply controller may be configured to cause atleast one of the plurality of navigation systems or at least one of theplurality of sensor systems to discontinue operation, for example, toconserve power and extend the range of the vehicle.

The techniques and systems described herein may be implemented in anumber of ways. Example implementations are provided below withreference to the following figures.

FIG. 1 is a schematic diagram of an illustrative environment 100 thatincludes a UAV 102 configured to travel through the environment 100. Theexample environment 100 includes a fulfillment center 104 where the UAV102 may originate a flight directed to a destination 106, such as alocation associated with a recipient of a package 108 transported by theUAV 102. The example environment 100 shown in FIG. 1 includes terrain110, which may include various features, such as mountains, trees,buildings, bridges, telephone poles and wires, and electrical powertowers and power wires.

The UAV 102 may be equipped with one or more sensors and/or cameras 112providing a field of view 114, which may be used for guidance and/ornavigation. For example, the sensor(s) and/or camera(s) 112 may enabledetection of obstacles to avoid, detect an objective marker, assist withnavigation, and/or for other reasons. The UAV 102 may, at times, conductautonomous flight using information captured by the sensor(s) and/orcamera(s) 112.

The UAV 102 may be equipped with a number of components to enable theUAV 102 to perform operations during the delivery of the package 108.For example, the UAV 102 may include a frame 116 and a propulsion system118 coupled to the frame 116 and configured to propel the UAV 102through the environment 100. The components may also include one or moreflight controllers 120, a navigation module 122, and an object detectionmodule 124, as well as other components discussed below with referenceto FIGS. 2-5. For example, the UAV 102 may travel under control of theflight controller(s) 120 and along the flight path 126 toward thedestination 106. The flight controller(s) 120 may receive data from thenavigation module 122 to assist the flight controller(s) 120 withfollowing the flight path 126 to arrive at the destination 106. Theflight controller(s) 120 may continually, or from time to time, providecontrols to cause change in a velocity of the UAV 102, a change inheading, a change in altitude, a change in orientation, and/or otherchanges (e.g., pitch, roll, yaw, hover, etc.), for example, based atleast in part on data received from the navigation module 122. Inaddition, the UAV 102 may execute different controls based on differentflight scenarios, such as a takeoff stage, a transport stage, a packagedeposit stage, and/or a landing stage of flight.

The object detection module 124 may identify objects in imagery capturedby the sensor(s) and/or camera(s) 112, which may be used to inform theflight controller(s) 120, and for other reasons, such as to providecommunications to the object or to a central command, etc. For example,the object detection module 124 may identify objective markers 128 viaanalysis of imagery captured by the sensor(s) and/or camera(s) 112. Theobjective markers 128 may be associated with a waypoint, a drop zone 130for the destination 106, and/or associated with other locations.

As shown schematically in FIG. 1, the UAV 102 may include an electricalsystem 132 for supplying electrical power to one or more subsystems 134of the UAV 102. As explained in more detail, the vehicle subsystems 134may include one or more electrically-powered and/or controlledcomponents of the UAV 102 that form the one or more systems that enableand/or control operation of the UAV 102, such as, for example, theflight controller(s) 120, the navigation module 122, and the objectdetection module 124. For example, the electrical system 132 may includea main power supply 136 configured to supply power to the plurality ofsubsystems 134, for example, via a main power bus 138. The exampleelectrical system 132 shown in FIG. 1 also includes a plurality of powersupply controllers 140 electrically connected to the main power supply136 and configured to selectively electrically connect the main powersupply 136 to, and disconnect the main power supply 136 from, respectivevehicle subsystems 134. For example, as shown in FIG. 1 each of thepower supply controllers 140A, 140B, 140C, through 140N is electricallycoupled to the main power bus 138 and is associated with the respectivevehicle subsystems 134A, 134B, 134C, through 134N. Each of the powersupply controllers 140A, 140B, 140C, through 140N is configured toselectively electrically connect the main power bus 138 to, anddisconnect the main power bus 138 from, the respective vehiclesubsystems 134A, 134B, 134C, through 134N. In some examples, one or moreof the power supply controllers 140 may be configured to monitoroperation of the respective vehicle subsystem 134 and if a fault isdetected by the power supply controller 140, disconnect the respectivevehicle subsystem 134 from the main power supply 136. For example, ifthe power supply controller 140 detects an abnormally high (or low)voltage drop, current draw, and/or temperature associated with operationof the respective vehicle subsystem 134, the power supply controller 140may disconnect the respective vehicle subsystem 134 from the main powersupply 136, thereby isolating the vehicle subsystem 134 from theremainder of the electrical system 132, which may prevent a malfunctionof the vehicle subsystem 134 from interrupting the power supply to othervehicle subsystems 134. In some examples, the power supply controllers140 may be configured to more quickly disconnect the respective vehiclesubsystem 134 from the main power supply 136 than, for example, fuses orcircuit breakers.

In the example shown, electrical system 132 also includes a supervisorpower supply controller 142 in communication with the power supplycontrollers 140 and/or the vehicle subsystems 134, for example, via acommunication bus 144 coupled to the supervisor power supply controller142 and each of the power supply controllers 140 and/or each of thevehicle subsystems 134. The communication bus 144 may be any known typeof wireless or hard-wired communication medium. As explained herein, thesupervisor power supply controller 142, in some examples, may beconfigured to receive signals indicative of the operational status ofthe UAV 102, for example, from one or more of the power supplycontrollers 140 and/or one or more of the vehicle subsystems 134, anddetermine, based at least in part on the signals indicative of theoperational status of the UAV 102, expected signals associated withoperation of one or more of the vehicle subsystems 134.

For example, the operational status of the example UAV 102 maycorrespond to being on the ground (or another surface) but neither inthe process of landing nor taking-off, being on the ground but in theprocess of taking-off or landing, being in the air and being in theprocess of taking-off or landing, being in-flight and either cruising ata substantially constant altitude and/or direction, or being in-flightand ascending, descending, and/or changing direction of travel. Thesignals indicative of the operational status may be signals receivedfrom one or more of the flight controller(s) 120, the navigation module122, the object detection module 124, or any other sensors, cameras, orother systems of the UAV 102 that may be used to determine theoperational status of the UAV 102. In some examples, the supervisorpower supply controller 142 may be configured to receive signals fromone or more of the various above-identified systems and determine theoperational status of the UAV 102.

Based at least in part on these signals indicative of the operationalstatus of the UAV 102, the supervisor power supply controller 142 may beconfigured to determine expected signals associated with operation ofone or more of the vehicle subsystems 134. For example, based onhistorical data, the supervisor power supply controller 142 may beconfigured to determine an expected operation of one or more of thevehicle subsystems 134, or in some examples, determine the signalsassociated with the expected operation of the one or more vehiclesubsystems 134. In some examples, the supervisor power supply controller142 may receive signals associated with operation of one or more of thevehicle subsystems 134, for example, from one or more of the powersupply controllers 140 and/or one or more of the vehicle subsystems 134.In some examples, the signals associated with operation of the one ormore vehicle subsystems 134 may be indicative of the performance of theone or more vehicle subsystems 134. The supervisor power supplycontroller 142 may determine, in some examples, that the signalsassociated with operation of the one or more vehicle subsystems 134 areindicative of a fault associated with operation of the one or morevehicle subsystems 134.

For example, the signals indicative of the operational status of the UAV102 may indicate that the UAV 102 is landing. Historical data mayindicate that during landing a global positioning system (GPS)associated with the navigation module 122 may not be operating at a highlevel (e.g., the GPS may not be causing much of a voltage drop, drawingmuch current, and/or exhibiting a temperature increase from operation).In contrast, historical data may indicate that during a landing, camerasand sensors associated with the object detection module 124 may beoperating at a high level (e.g., they may be causing a relatively largevoltage drop, drawing a relatively large amount of current, and/orexhibiting a relative temperature increase from operation). Thus, if thesupervisor power supply controller 142 receives signals associated withthe GPS that indicates operation at a high level, which would beunexpected based on historical data, then the supervisor power supplycontroller 142 may determine (or predict) that there is a fault with theoperation of the GPS. In contrast, if the supervisor power supplycontroller 142 receives signals associated with cameras and sensorsassociated with the object detection module 124 during landing of theUAV 102 that indicate operation at a low level (e.g., they may becausing a relatively low voltage drop, drawing a relatively low amountof current, and/or exhibiting little or no relative temperature increasefrom operation), it may be an indication that the sensors or cameras arenot operating properly. Thus, by determining the expected operation ofthe one or more vehicle subsystems 134 based at least in part on theoperational status of the UAV 102, the supervisor power supplycontroller 142 may be able to detect (or predict) a fault occurring withoperation of one or more vehicle subsystems 134.

In some examples, the supervisor power supply controller 142 maydetermine that the signals associated with operation of the one or morevehicle subsystems 134 are indicative of a fault by comparing thesignals associated with operation of the respective vehicle subsystems134 with the expected signals associated with operation of respectivevehicle subsystems 134. In some examples, the supervisor power supplycontroller 142 may determine that the signals associated with operationof the one or more vehicle subsystems 134 are indicative of a fault bydetecting, or predicting, that the respective vehicle subsystem 134 isoperating outside expected operational parameters based at least in parton the signals indicative of the operational status of the UAV 102. Insome examples, the supervisor power supply controller 142 may determinethe expected signals associated with operation of the one or morevehicle subsystems 134 by using the signals indicative of theoperational status of the vehicle to identify from previous operation ofthe vehicle previously received signals associated with operation of therespective vehicle subsystems 134 corresponding to the operationalstatus of the UAV 102. In some examples, as explained in more detailherein, the supervisor power supply controller 142 may determine theexpected signals associated with operation of the one or more vehiclesubsystems 134 by processing data associated with operation of the UAV102 via a fault prediction model deployed by a machine learning engine.

In some examples, the supervisor power supply controller 142 may befurther configured to alter operation of the UAV 102 based at least inpart on determining that the signals associated with operation of theone or more vehicle subsystems 134 are indicative of a fault associatedwith operation of the respective vehicle subsystem 134. For example, thesupervisor power supply controller 142 may alter operation of the UAV102 by discontinuing operation of the respective vehicle subsystem 134experiencing a fault and/or isolating the respective vehicle subsystem134 from the main power supply 136 of the UAV 102. In some examples, thesupervisor power supply controller 142 may cause the power systemcontroller 140 associated with the vehicle subsystem 134 experiencing afault to disconnect the vehicle subsystem 134 from the main power supply136. In some examples, the supervisor power supply controller 142 maycommunicate with one or more flight controllers 120 of the UAV 102, sothat the one or more flight controllers 120 may cause the UAV 102 toinitiate travel to a designated location, such as, for example, avehicle maintenance or service center, to address the vehicle subsystem134 experiencing the fault. In some examples, the decision to initiatetravel to a designated location may be based on the particular vehiclesubsystem 134 experiencing the fault. For example, if the UAV 102includes several sensor systems, and the supervisor power supplycontroller determines that one of the sensors may have a fault, but thatthe UAV 102 may operate safely using the remaining sensors, then the oneor more flight controllers 120 and/or the supervisor power supplycontroller 142 may control the UAV 102 such that it continues on itsflight path 126 to its intended destination 106 instead of initiatingtravel to the designated location for service.

In some examples, the main power supply 136 may include an electricalpower source configured to supply electrical power to a plurality ofvehicle subsystems 134. For example, the electrical power source mayinclude at least one battery, and the supervisor power supply controller142 may be configured to receive signals indicative of a level of chargeof the at least one battery. If the level of charge is below a minimumlevel of charge, the supervisor power supply controller 142 may beconfigured to cause at least one of the vehicle subsystems 134 todiscontinue operation, for example, in order to conserve power. Forexample, the UAV 102 may include more than one navigation system and/ormore than one sensor system. The supervisor power supply controller 142,in order to conserve energy of the one or more batteries, may cause oneor more of the navigation systems and/or one or more of the sensorsystems to discontinue operation. This may permit the UAV 102 to extendits range of operation relative to if all of the navigation systems andall of the sensor systems continued to operate.

FIG. 2 is a block diagram of an illustrative UAV architecture 200 of theUAV 102. The UAV architecture 200 may be used to implement the varioussystems, devices, and techniques discussed above. In the illustratedimplementation, the UAV architecture 200 includes one or more processors202, coupled to a non-transitory computer readable media 204 via aninput/output (I/O) interface 206. The UAV architecture 200 may alsoinclude a propulsion controller 208, the electrical system 132 includingthe main power supply 136 including an electrical power source 210, thesupervisor power supply controller 142, and one or more power supplycontrollers 134, and/or the navigation module 122. The navigation module122 may include one or more navigation systems 212, such as, forexample, a GPS, an inertial navigation system (INS), and/or avision-aided navigation system (VAINS) to assist with determining theposition and/or heading of the UAV 102. In some examples, the navigationsystem(s) 212 may include a system for determining the altitude of theUAV 102, such as, for example, a pressure transducer and/or altimeter.Other navigation systems are contemplated. The example UAV architecture200 further includes an inventory engagement mechanism controller 214 tointeract with the package 108, the sensor(s) and/or camera(s) 112, anetwork interface 216, and one or more input/output (I/O) devices 218.

In various implementations, the UAV architecture 200 may be implementedusing a uniprocessor system including one processor 202, or amultiprocessor system including several processors 202 (e.g., two, four,eight, or another suitable number). The processor(s) 202 may be anysuitable processor capable of executing instructions. For example, invarious implementations, the processor(s) 202 may be general-purpose orembedded processors implementing any of a variety of instruction setarchitectures (ISAs), such as the x86, PowerPC, SPARC, or MIPS ISAs, orany other suitable ISA. In multiprocessor systems, each processor(s) 202may commonly, but not necessarily, implement the same ISA.

The non-transitory computer readable media 204 may be configured tostore executable instructions/modules, data, flight paths, and/or dataitems accessible by the processor(s) 202. In various implementations,the non-transitory computer readable media 204 may be implemented usingany suitable memory technology, such as static random access memory(SRAM), synchronous dynamic RAM (SDRAM), nonvolatile/Flash-type memory,or any other type of memory. In the illustrated implementation, programinstructions and data implementing desired functions, such as thosedescribed above, are shown stored within the non-transitory computerreadable memory. In other implementations, program instructions, dataand/or flight paths may be received, sent or stored upon different typesof computer-accessible media, such as non-transitory media, or onsimilar media separate from the non-transitory computer readable media204 or the UAV architecture 200. Generally speaking, a non-transitory,computer readable memory may include storage media or memory media suchas flash memory (e.g., solid state memory), magnetic or optical media(e.g., disk) coupled to the UAV architecture 200 via the I/O interface206. Program instructions and data stored via a non-transitory computerreadable medium may be transmitted by transmission media or signals suchas electrical, electromagnetic, or digital signals, which may beconveyed via a communication medium such as a network and/or a wirelesslink, such as may be implemented via the network interface 216.

In some implementations, the I/O interface 206 may be configured tocoordinate I/O traffic between the processor(s) 202, the non-transitorycomputer readable media 204, and any peripheral devices, the networkinterface 216 or other peripheral interfaces, such as input/outputdevices 218. In some implementations, the I/O interface 206 may performany necessary protocol, timing or other data transformations to convertdata signals from one component (e.g., non-transitory computer readablemedia 204) into a format suitable for use by another component (e.g.,processor(s) 202). In some implementations, the I/O interface 206 mayinclude support for devices attached through various types of peripheralbuses, such as, for example, a variant of the Peripheral ComponentInterconnect (PCI) bus standard or the Universal Serial Bus (USB)standard. In some implementations, the function of the I/O interface 206may be split into two or more separate components, such as, for example,a north bridge and a south bridge. Also, in some implementations, someor all of the functionality of the I/O interface 206, such as aninterface to the non-transitory computer readable media 204 may beincorporated directly into the processor(s) 202.

The propulsion controller 208 may be configured to communicate with thenavigation module 122 and/or adjust the power of one or more propulsiondevices of the propulsion system 118, such as, for example, propellermotors, to guide the UAV 102 along the flight path 126. The propulsiondevices may be any known type of propulsion devices. The electricalsystem 132 may be configured to control the charging and any switchingfunctions associated with one or more power modules (e.g., batteries) ofthe UAV 102.

As explained herein, the navigation module 122 may include systems tofacilitate navigating the UAV 102 to and/or from a location. Theinventory engagement mechanism controller 214 may be configured tocommunicate with actuator(s) and/or motor(s) (e.g., servo motor(s)) usedto engage and/or disengage inventory, such as the package 108. Forexample, when the UAV 102 is positioned over a surface at a deliverylocation, the inventory engagement mechanism controller 214 may providean instruction to a motor that controls the inventory engagementmechanism to release the package 108.

As shown in FIG. 2, the network interface 216 may be configured to allowdata to be exchanged between the UAV architecture 200, other devicesattached to a network, such as other computer systems, and/or with UAVcontrol systems of other UAVs. For example, the network interface 216may enable wireless communication between numerous UAVs. In variousimplementations, the network interface 216 may support communication viawireless general data networks, such as a Wi-Fi network. For example,the network interface 216 may support communication viatelecommunications networks such as cellular communication networks,satellite networks, and the like.

The I/O devices 218 may, in some implementations, include sensors such,as accelerometers and/or other I/O devices commonly used in aviation.Multiple I/O devices 218 may be present and controlled by the UAVarchitecture 200. One or more of the sensors may be utilized to assistin landings as well as avoiding obstacles during flight.

In some embodiments, the computer readable media 204 may store theflight controller 120, the navigation module 122, and the objectdetection module 124. The components may access and/or write data 220,which may include flight plan data, log data, destination data, imagedata, and object data, and so forth.

In various implementations, the parameter values and other dataillustrated herein as being included in one or more data stores may becombined with other information not described or may be partitioneddifferently into more, fewer, or different data structures. In someimplementations, data stores may be physically located in one memory ormay be distributed among two or more memories.

Those skilled in the art will appreciate that the UAV architecture 200is merely illustrative and is not intended to limit the scope of thepresent disclosure. In particular, the computing system and devices mayinclude any combination of hardware or software that can perform theindicated functions, including computers, network devices, internetappliances, PDAs, wireless phones, pagers, etc. The UAV architecture 200may also be connected to other devices that are not illustrated, orinstead may operate as a stand-alone system. In addition, thefunctionality provided by the illustrated components may in someimplementations be combined in fewer components or distributed inadditional components. Similarly, in some implementations, thefunctionality of some of the illustrated components may not be providedand/or other additional functionality may be available.

Those skilled in the art will also appreciate that, while various itemsare illustrated as being stored in memory or storage while being used,these items or portions of them may be transferred between memory andother storage devices for purposes of memory management and dataintegrity. Alternatively, in other implementations, some or all of thesoftware components may execute in memory on another device andcommunicate with the illustrated UAV architecture 200. Some or all ofthe system components or data structures may also be stored (e.g., asinstructions or structured data) on a non-transitory,computer-accessible medium or a portable article to be read by anappropriate drive, various examples of which are described above. Insome implementations, instructions stored on a computer-accessiblemedium separate from the UAV architecture 200 may be transmitted to theUAV architecture 200 via transmission media or signals such aselectrical, electromagnetic, or digital signals, conveyed via acommunication medium such as a wireless link. Various implementationsmay further include receiving, sending or storing instructions and/ordata implemented in accordance with the foregoing description upon acomputer-accessible medium. Accordingly, the techniques described hereinmay be practiced with other UAV control system configurations.Additional information about the operations of the modules of the UAV102 is discussed below.

Although FIG. 1 depicts a UAV 102, other vehicles may incorporate theelectrical system 132 described herein, such as land vehicles (cars,trucks, etc.), marine vehicles (boats, ships, etc.), and/or other typesof aircraft.

FIG. 3 is a block diagram of an illustrative architecture 300 of anillustrative electrical system 132 for a UAV 102. The example electricalsystem 132 shown in FIG. 3 includes a plurality of example vehiclesubsystems in the form electrically-powered and/orelectrically-controlled components of the UAV 102 that form the one ormore systems that enable and/or control operation of the UAV 102, suchas, for example, the flight controllers 120, the navigation systems 212,and the sensor systems 302. For example, the example flight controllers120 may include the propulsion controller 208 and a control surfacecontroller 304. The propulsion controller 208 may be configured tocontroller operation of the propulsion subsystem 118 to cause the UAV toascend, descend, and/or change speed, and in some cases, changedirection. The control surface controller 304 may be configured tomanipulate control surfaces of the UAV 102 to cause the UAV 102 tomaneuver. For example, the control surfaces may include a rudderconfigured to cause the UAV 102 to turn according to inputs (e.g.,signals) received from the control surface controller 304.

The navigation systems 212 may include, for example, a GPS system 306,an INS system 308, and/or a VAINS 310 configured to facilitatenavigation of the UAV 102 between its point of origin, such as thefulfillment center 104, and its destination 106 via a flight path 126.The sensor systems 302 may include, for example, one or more LIDARsystems 312, one or more SONAR systems 314, and/or one or more cameras316 configured to sense objects in the environment 100 and/or assistwith navigation of the UAV 102. In some examples, one or more of thesensor systems 302 may form at least part of, for example, thenavigation module 122 and/or the object detection module 124.

In the example shown in FIG. 3, the electrical system 132 includes themain power supply 136, which includes the electrical power source 210.The electrical power source 210 may include one or more batteries, suchas, for example, rechargeable lithium ion batteries, or similarrechargeable batteries. The main power supply 136 is configured tosupply power to the plurality of vehicle subsystems via the main powerbus 138. The example shown in FIG. 3 also includes a plurality of powersupply controllers 140A-140H electrically connected to the main powersupply 136 and configured to selectively electrically connect the mainpower supply 136 to, and disconnect the main power supply 136 from,respectively, the propulsion controller 208, the control surfacecontroller 304, the GPS 306, the INS 308, the VAINS 310, the LIDARsystem 312, the SONAR system 314, and the one or more cameras 316. Forexample, as shown in FIG. 3, each of the power supply controllers140A-140H is electrically coupled to the main power bus 138 and isassociated, respectively, with the propulsion controller 208, thecontrol surface controller 304, the GPS 306, the INS 308, the VAINS 310,the LIDAR system 312, the SONAR system 314, and the one or more cameras316. In some examples, one or more of the power supply controllers140A-140H may be configured to monitor operation of the respectivevehicle subsystem and if a fault is detected by the respective powersupply controller 140A-140H, disconnect the respective vehicle subsystemfrom the main power supply 136. For example, if one of the power supplycontrollers 140A-140H detects an abnormally high (or low) voltage drop,current draw, and or temperature associated with operation of therespective vehicle subsystem, the power supply controller 140 maydisconnect the respective vehicle subsystem from the main power supply136, thereby isolating the vehicle subsystem from the remainder of theelectrical system 132, which may prevent a malfunction of the vehiclesubsystem from interrupting the power supply to other vehiclesubsystems.

In the example shown in FIG. 3, electrical system 132 also includes asupervisor power supply controller 142 in communication with each of thepower supply controllers 140A-140H and the vehicle subsystems 208, 304,306, 308, 310, 312, 314, and 316, for example, via a communication bus144 coupled to the supervisor power supply controller 142 and each ofthe power supply controllers 140A-140H and each of the above-notedvehicle subsystems. As explained herein, the supervisor power supplycontroller 142, in some examples, may be configured to receive signalsindicative of the operational status of the UAV 102, for example, fromone or more of the power supply controllers 140A-140H and/or one or moreof the vehicle subsystems 208, 304, 306, 308, 310, 312, 314, and 316,and determine, based at least in part on the signals indicative of theoperational status of the UAV 102, expected signals associated withoperation of one or more of the above-noted vehicle subsystems.

As explained herein, the operational status of the example UAV 102 maycorrespond to being on the ground (or another surface) but neither inthe process of landing nor taking-off, being on the ground but in theprocess of taking-off or landing, being in the air and being in theprocess of taking-off or landing, being in-flight and either cruising ata substantially constant altitude and/or direction, or being in-flightand ascending, descending, and/or changing direction of travel. Thesignals indicative of the operational status may be signals receivedfrom one or more of the flight controllers 120, the navigation systems212 (or the navigation module 122), the object detection module 124,and/or the one or more of the sensor systems 302. The supervisor powersupply controller 142 may be configured to receive signals from one ormore of the various above-identified systems and determine theoperational status of the UAV 102.

Based at least in part on these signals indicative of the operationalstatus of the vehicle, the supervisor power supply controller 142 may beconfigured to determine expected signals associated with operation ofone or more of the above-noted vehicle subsystems. For example, based onhistorical data, the supervisor power supply controller 142 may beconfigured to determine expected operation of one or more of the vehiclesubsystems, or in some examples, at least the expected signalsassociated with expected operation of the one or more vehiclesubsystems. In some examples, the supervisor power supply controller 142may receive signals associated with operation with one or more of thevehicle subsystems, for example, from one or more of the power supplycontrollers 140A-140H and/or one or more of the vehicle subsystems 208,304, 306, 308, 310, 312, 314, and 316. In some examples, the signalsassociated with operation of the one or more above-noted vehiclesubsystems may be indicative of performance of the one or moreabove-noted vehicle subsystems. The supervisor power supply controller142 may determine, in some examples, that the signals associated withoperation of the one or more above-noted vehicle subsystems areindicative of a fault associated with operation of the one or moreabove-noted vehicle subsystems.

For example, the signals indicative of the operational status of the UAV102 may indicate that the UAV 102 is landing. Historical data mayindicate that during landing the GPS 306 may not be operating at a highlevel (e.g., the GPS 306 may not be causing much voltage drop, drawingmuch current, and/or exhibiting a temperature increase from operation).In contrast, historical data may indicate that during a landing, one ormore of the sensor systems 302 (e.g., sensors associated with the objectdetection module 124) may be operating at a high level (e.g., they maybe causing a relatively large voltage drop, drawing a relatively largeamount of current, and/or exhibiting a relative temperature increasefrom operation). Thus, if the supervisor power supply controller 142receives signals associated with the GPS 306 that indicate operation ata high level, which would be unexpected based on historical data, thenthe supervisor power supply controller 142 may determine (or predict)that there is a fault with the operation of the GPS 306. In contrast, ifthe supervisor power supply controller 142 receives signals associatedwith one or more of the sensor systems 302 during landing of the UAV 102that indicate operation at a low level (e.g., they may be causing arelatively low voltage drop, drawing a relatively small amount ofcurrent, and/or exhibiting little or no relative temperature increasefrom operation), it may be an indication that the sensor or cameras arenot operating properly. Thus, by determining the expected operation ofthe one or more vehicle subsystems based at least in part on theoperational status of the UAV 102, the supervisor power supplycontroller 142 may be able to detect (or predict) a fault occurring (orabout to occur) with operation of one or more vehicle subsystems.

In some examples, the supervisor power supply controller 142 may befurther configured to alter operation of the UAV 102 based at least inpart on determining that the signals associated with operation of theone or more vehicle subsystems are indicative of a fault associated withoperation of the respective vehicle subsystem. For example, thesupervisor power supply controller 142 may alter operation of the UAV102 by discontinuing operation of the respective vehicle subsystemexperiencing a fault and isolating the respective vehicle subsystem fromthe main power supply 136 of the UAV 102. In some examples, thesupervisor power supply controller 142 may cause the power systemcontroller 140 associated with the vehicle subsystem experiencing afault to disconnect the vehicle subsystem from the main power supply136. In some examples, the supervisor power supply controller 142 maycommunicate with one or more flight controllers 120 of the UAV 102, sothat the one or more flight controllers 120 may cause the UAV 102 toinitiate travel to a designated location, such as, for example, avehicle maintenance or service center, to address the vehicle subsystemexperiencing the fault. In some examples, the decision to initiatetravel to a designated location may be based on the particular vehiclesubsystem experiencing the fault. For example, if the UAV 102 includesseveral sensor systems, and the supervisor power supply controller 142determines that one of the sensors (e.g., one of the LIDARs 312) mayhave a fault, but that the UAV 102 may operate safely using theremaining sensors, then the one or more fight controllers 120 and/or thesupervisor power supply controller 142 may control the UAV 102, suchthat it continues on its flight path 126 to its intended destination 106instead of initiating travel to the designated location for service.

FIG. 4 is a block diagram of a portion 400 of an illustrative electricalsystem 132 including an illustrative supervisor power supply controller142 that may be used for supplying power to the UAV 102. In the exampleshown in FIG. 4, the supervisor power supply controller 142 includes anoperational status module 402, a detection/prediction module 404, acomparison module 406, and a fault detection module 408. The supervisorpower supply controller 142 may be configured to receive signalsindicative of the operational status of the UAV 102 and signalsassociated with operation of the vehicle subsystems of the UAV 102. Forexample, the supervisor power supply controller 142 is configured toreceive sensor data 410 from one or more of the sensor systems 302, suchas, for example, the LIDAR 312 and/or the SONAR 314, camera data 412from one or more of the camera(s) 316, and/or any other subsystem data414 that may be used by the supervisor power supply controller 142.

In some examples, the operational status module 402 may be configured todetermine the operational status of the UAV 102 based on one or more ofthe sensor data 410, the camera data 412, and the subsystem data 414.For example, the operational status module 402 may associate the datareceived with correlations between data received from the sensors,cameras, and/or vehicle subsystems and the operational status of the UAV102. The detection/prediction module 404 may be configured to receivethe operational status from the operational status module 402 anddetermine expected signals associated with operation of one or more ofthe vehicle subsystems of the UAV 102. In some examples, thedetection/prediction module 404 may associate the operational status ofthe UAV 102 with historically-derived correlations between theoperational status of the UAV 102 and the signals associated withoperation of the one or more vehicle subsystems. For example, during thevarious operations of the UAV 102, actual signals associated withoperation of the vehicle subsystems may be received and stored to createa database of correlations between the operational status and thesignals received from the various vehicle subsystems, so that for agiven operational status, expected signals associated with operation ofthe vehicle subsystems may be determined. In some examples, the signalsassociated with operation of the vehicle subsystems may be indicative ofthe performance of the respective vehicle subsystems. In some examples,the performance may be related to the voltage at the vehicle subsystemduring operation, the current drawn during operation, and/or thetemperature of one or more devices associated with the respectivevehicle subsystem.

In some examples, the comparison module 406 may be configured to receivedata indicative of the expected signals associated with operation of thevehicle subsystems and the actual signals associated with operation ofthe respective vehicle subsystems. The comparison module 406 may beconfigured to compare the two sets of signals (expected and actual) anddetermine differences between the two sets of signals. In some examples,the fault detection module 408 may be configured to receive differencesfor the respective vehicle subsystems between the expected signals andthe actual signals, and determine whether there is a fault in one ormore of the vehicle subsystems and/or predict whether a fault isimminent. For example, if the difference is greater than a predeterminedthreshold, the fault detection module 408 may be configured to identifya fault with the respective vehicle subsystems associated with thedifference. If the difference is increasing (e.g., at a rate faster thana predetermined rate), the fault detection module 408 may be configuredto predict an imminent fault with the respective vehicle subsystem. Inthis example manner, the supervisor power supply controller 142 may beconfigured to detect a fault with operation of a vehicle subsystemand/or predict an imminent fault with operation of a vehicle subsystem.If such a fault is detected or predicted, the supervisor power supplycontroller 142 may communicate with the power supply controller 140associated with the respective vehicle subsystem and disconnect thevehicle subsystem from the main power supply 136, for example, asdescribed herein, to prevent interruption of power to the other vehiclesubsystems.

FIG. 5 is a block diagram of a portion 500 of another illustrativeelectrical system 132 including another illustrative supervisory powersupply controller 142 that leverages a machine learning engine 502. Theexample shown in FIG. 5 is similar to the example shown in FIG. 4,except the detection/prediction module 404 shown in FIG. 5 includes amachine learning engine 502 configured to execute a fault predictionmodel 504 to provide the expected performance 506 of one or more of thevehicle subsystems based at least in part on the operational status ofthe UAV 102 received from the operational status module 402. Forexample, the fault prediction model 506 may be trained with trainingdata 508 to detect and/or predict a fault with the operation of one ormore of the vehicle subsystems based on the operational status of theUAV 102. For example, the training data 502 may include one or more ofsensor data 410, camera data 412, and subsystem data 414, and the faultprediction model 504 may use the training data 508 to developcorrelations between the operational status of the UAV 102 and theexpected performance 506 for each of the one or more vehicle subsystems.The expected performance 506 may correspond to expected signalsassociated with operation of the respective one or more vehiclesubsystems. Once developed, the fault prediction model 504 may beconfigured to receive the operational status (e.g., the signalsindicative of the operational status or the determination from theoperational status module 402) and determine the expected performance506 of the one or more vehicle subsystems. The expected performance(e.g., in the form of expected signals associated with operation of theone or more vehicle subsystems) may be compared to actual signalsreceived from the one or more respective vehicle subsystems by thecomparison module 406. As explained above with respect to FIG. 4, thecomparison module 406 may be configured to compare the two sets ofsignals (expected and actual) and determine differences between the twosets of signals, and the fault detection module 408 may be configured toreceive differences for the respective vehicle subsystems between theexpected signals and the actual signals, and determine whether there isa fault in one or more of the vehicle subsystems and/or predict whethera fault is imminent. For example, if the difference is greater than apredetermined threshold, the fault detection module 408 may beconfigured to identify a fault with the respective vehicle subsystemsassociated with the difference. If the difference is increasing (e.g.,at a rate faster than a predetermined rate), the fault detection module408 may be configured to predict an imminent fault with the respectivevehicle subsystem.

In addition, once the fault detection module 408 has detected a fault orpredicts a fault, the data associated with the detection or predictionmay be input into the fault prediction model 504, so that the faultprediction model 504 may be updated with the data to improve theaccuracy of the fault prediction model 506 in future determinations. Inthis example manner, machine learning may be used to improve theaccuracy of the detection and/or prediction of faults associated withthe one or more vehicle subsystems of the UAV 102.

FIG. 6 is a flow diagram of an illustrative process illustrated as acollection of blocks in a logical flow graph, which represent a sequenceof operations that can be implemented in hardware, software, or acombination thereof. In the context of software, the blocks representcomputer-executable instructions stored on one or more computer-readablestorage media that, when executed by one or more processors, perform therecited operations. Generally, computer-executable instructions includeroutines, programs, objects, components, data structures, and the likethat perform particular functions or implement particular abstract datatypes. The order in which the operations are described is not intendedto be construed as a limitation, and any number of the described blockscan be combined in any order and/or in parallel to implement theprocesses.

FIG. 6 is a flow diagram of an illustrative process 600 for detectingand/or predicting a fault with a subsystem associated with a vehicle.The process 600 may be implemented in the environment 100 and by the UAVarchitectures 200, 300, 400, and 500 described above, or in otherenvironments and architectures.

In the illustrative process 600, at 602, the process 600 may includereceiving signals indicative of an operational status of a vehicle. Forexample, a supervisor power supply controller may receive signals fromone or more of flight controllers, navigation systems, and sensorsystems associated with the vehicle. In some examples, an operationalstatus module associated with the supervisor power supply controller maybe configured to determine the operational status of the vehicle basedon the signals.

At 604, the process 600 may include determining, based at least in parton the signals indicative of the operational status of the vehicle,expected signals associated with operation of a plurality ofelectrically powered vehicle subsystems. For example, the supervisorpower supply controller may include a detection/prediction moduleconfigured to determine expected signals associated with operation ofone or more vehicle subsystems based on correlations between theoperational status of the vehicle and previously received signalsassociated with operation of the vehicle subsystems during a similar oridentical operational status. In some examples, determining the expectedsignals may include processing data associated with operation of thevehicle via a fault prediction model deployed by a machine learningengine.

At 606, the process 600 may include receiving signals associated withoperation of at least one vehicle subsystem. In some examples, thesignals associated with operation of the at least one vehicle subsystemmay be indicative of performance of the at least one vehicle subsystem.

The example process 600, at 608, may include determining that thesignals associated with operation of the at least one vehicle subsystemare indicative of a fault associated with operation of the at least onevehicle subsystem. In some examples, a comparison module may beconfigured to receive the expected signals determined, for example, at604, and the actual signals received at 606, and compare the two sets ofsignals (expected and actual) and determine differences between the twosets of signals. In some examples, a fault detection module may beconfigured to receive differences for the respective vehicle subsystemsbetween the expected signals and the actual signals, and determinewhether there is a fault in one or more of the vehicle subsystems and/orpredict whether a fault is imminent.

At 610, the process 600 may include altering operation of the vehiclebased at least in part on determining that the signals associated withoperation of the at least one vehicle subsystem are indicative of afault associated with operation of the at least one vehicle subsystem.For example, the supervisor power supply controller may communicate withthe power supply controller associated with the respective vehiclesubsystem and disconnect the vehicle subsystem from a main power supply,for example, as described herein, to prevent interruption of power tothe other vehicle subsystems connected to the main power supply.

CONCLUSION

Although the subject matter has been described in language specific tostructural features and/or methodological acts, it is to be understoodthat the subject matter defined in the appended claims is notnecessarily limited to the specific features or acts described. Rather,the specific features and acts are disclosed as illustrative forms ofimplementing the claims.

What is claimed is:
 1. A system comprising: a main power supplyconfigured to supply electrical power to one or more vehicle subsystems;a first power supply controller electrically connected to the main powersupply; a second power supply controller electrically connected to themain power supply; and a supervisor power supply controller incommunication with the first power supply controller and the secondpower supply controller, the supervisor power supply controller beingconfigured to: receive a first signal indicative of an operationalstatus of a vehicle; determine, based at least in part on the firstsignal indicative of the operational status of the vehicle, a firstexpected signal associated with operation of a first vehicle subsystem;receive a second signal associated with the operation of the firstvehicle subsystem; determine that the second signal associated with theoperation of the first vehicle subsystem is outside a range of the firstexpected signal associated with the operation of the first vehiclesubsystem; and cause the first power supply controller to disconnectfrom the main power supply the first vehicle subsystem for which thesecond signal associated with the operation of the first vehiclesubsystem is outside the range of the first expected signal associatedwith the operation of the first vehicle subsystem, wherein the firstsignal indicative of the operational status of the vehicle indicatesthat the vehicle is one of taking-off, flying, or landing, and whereinthe supervisor power supply controller is configured to determine thefirst expected signal associated with the operation of the first vehiclesubsystem by processing data associated with the operation of thevehicle via a fault prediction model.
 2. The electrical system of claim1, wherein the vehicle comprises an unmanned aerial vehicle (UAV), andthe first vehicle subsystem comprises at least one of a navigationsystem or a sensor system.
 3. The electrical system of claim 1, whereinthe supervisor power supply controller is further configured to alteroperation of one or more of a flight controller, a navigation system, ora sensor.
 4. The electrical system of claim 1, wherein the supervisorpower supply controller is configured to determine the first expectedsignal associated with the operation of the first vehicle subsystemusing one or more of heuristics or machine learning.
 5. The electricalsystem of claim 1, wherein the fault prediction model is trained via atleast one of sensor data, camera data, or subsystem data.
 6. A methodcomprising: receiving a first signal indicative of an operational statusof a vehicle; determining, based at least in part on the first signalindicative of the operational status of the vehicle, an expected signalassociated with operation of one or more vehicle subsystems that areelectrically powered; receiving a second signal associated withoperation of at least one vehicle subsystem of the one or more vehiclesubsystems; determining that the second signal associated with theoperation of the at least one vehicle subsystem is indicative of a faultassociated with the operation of the at least one vehicle subsystem; andaltering operation of the vehicle based at least in part on determiningthat the second signal associated with the operation of the at least onevehicle subsystem is indicative of the fault associated with theoperation of the at least one vehicle subsystem, wherein the firstsignal indicative of the operational status of the vehicle indicatesthat the vehicle is one of taking-off, flying, or landing, and whereindetermining the expected signal associated with the operation of the oneor more vehicle subsystems comprises processing data associated with theoperation of the vehicle via a fault prediction model.
 7. The method ofclaim 6, wherein altering the operation of the vehicle comprisesdiscontinuing the operation of the at least one vehicle subsystem andisolating the at least one vehicle subsystem from an electrical powersupply of the vehicle.
 8. The method of claim 6, wherein altering theoperation of the vehicle comprises causing the vehicle to initiatetravel to a designated location.
 9. The method of claim 6, whereindetermining that the second signal associated with the operation of theat least one vehicle subsystem is indicative of the fault comprisescomparing the second signal associated with the operation of the atleast one vehicle subsystem with the expected signal associated with theoperation of the one or more vehicle subsystems.
 10. The method of claim6, wherein determining that the second signal associated with theoperation of the at least one vehicle subsystem is indicative of thefault comprises at least one of detecting or predicting that the atleast one vehicle subsystem is operating outside expected operationalparameters based at least in part on the first signal indicative of theoperational status of the vehicle.
 11. The method of claim 6, whereindetermining the expected signal associated with the operation of the oneor more vehicle subsystems comprises using the first signal indicativeof the operational status of the vehicle to identify from previousoperation of the vehicle a previously received signal associated withthe operation of the one or more vehicle subsystems corresponding to theoperational status of the vehicle.
 12. The method of claim 6, furthercomprising training the fault prediction model via training datacomprising at least one of sensor data, camera data, or subsystem data.13. The method of claim 6, wherein the second signal associated with theoperation of the at least one vehicle subsystem indicates at least oneof voltage, current, or temperature associated with the operation the atleast one vehicle subsystem.
 14. The method of claim 6, wherein thevehicle comprises an unmanned aerial vehicle (UAV), and the at least onevehicle subsystem comprises one of at least one navigation system or atleast one sensor system.
 15. The method of claim 6, wherein altering theoperation of the vehicle comprises disconnecting the at least onevehicle subsystem from a main power supply to prevent interruption ofpower to other vehicle subsystems of the one or more vehicle subsystemsconnected to the main power supply.
 16. A vehicle comprising: a frame; apropulsion system coupled to the frame to cause movement of the vehicle;and an electrical system comprising: a main power supply configured tosupply electrical power to one or more vehicle subsystems; a powersupply controller configured to electrically connect the main powersupply to, and disconnect the main power supply from, a vehiclesubsystem of the one or more vehicle subsystems; and a supervisor powersupply controller in communication with the power supply controller, thesupervisor power supply controller being configured to: receive a signalassociated with operation of the vehicle subsystem; determine that thesignal associated with the operation of the vehicle subsystem isindicative of a fault associated with the operation of the vehiclesubsystem; and alter operation of the vehicle based at least in part ondetermining that the signal associated with the operation of the vehiclesubsystem is indicative of the fault associated with the operation ofthe vehicle subsystem, wherein the signal indicative of the operation ofthe vehicle indicates that the vehicle is one of taking-off, flying, orlanding, and wherein determining that the signal associated with theoperation of the vehicle subsystem is indicative of the fault associatedwith the operation of the vehicle subsystem comprises processing dataassociated with the operation of the vehicle via a fault predictionmodel.
 17. The vehicle of claim 16, wherein the main power supplycomprises at least one battery, and the supervisor power supplycontroller is configured to receive a second signal indicative of alevel of charge of the at least one battery, and wherein, when the levelof charge is below a minimum level of charge, the supervisor powercontroller is configured to cause at least one of the one or morevehicle subsystems to discontinue operation.
 18. The vehicle of claim17, wherein the one or more vehicle subsystems comprise one or morenavigation systems and one or more sensor systems, and wherein thesupervisor power supply controller is configured to cause at least oneof the one or more navigation systems or at least one of the one or moresensor systems to discontinue operation.
 19. The vehicle of claim 16,wherein the power supply controller is configured to detect the faultassociated with the operation of the vehicle subsystem and, upondetection of the fault associated with the vehicle subsystem, disconnectthe vehicle subsystem from the main power supply.
 20. The vehicle ofclaim 16, wherein the power supply controller is configured to: receivea second signal associated with at least one of voltage, current, ortemperature associated with the operation of the vehicle subsystem;determine that the second signal associated with the at least one of thevoltage, the current, or the temperature is indicative of the faultassociated with the operation of the vehicle subsystem; and discontinuethe operation of the vehicle subsystem based at least in part ondetermining that the second signal associated with the at least one ofthe voltage, the current, or the temperature is indicative of the fault.